Diagnosis device for an engine

ABSTRACT

A diagnosis system for an engine including an exhaust pipe, a hydrocarbon (HC) absorbent arranged within the exhaust pipe, an upstream air/fuel ratio sensor arranged upstream of the HC absorbent and detecting a wide range air/fuel ratio of an exhaust gas, a downstream air/fuel ratio sensor arranged downstream of the HC absorbent and detecting rich or lean with respect to stoichiometric air/fuel ratio of the exhaust gas, and a control unit, the control unit includes means for correcting an air/fuel ratio upstream of the HC absorbent, means for correcting an air/fuel ratio downstream of the HC absorbent, and means for predicting a HC absorbing amount of the HC absorbent, the means for correcting the air/fuel ratio upstream of the HC absorbent correcting and controlling an output value of the upstream air/fuel ratio sensor toward lean, the means for predicting the HC absorbing amount of the HC absorbent predicting an absorbing performance of the HC absorbent on the basis of a difference between an output value of the upstream air/fuel ratio sensor and a predetermined value C during a period from a timing where a temperature of the HC absorbent becomes higher than or equal to a predetermined value A and the output value of the upstream air/fuel ratio sensor is corrected and controlled toward lean to a timing where the temperature becomes lower than or equal to a predetermined value B.

BACKGROUND OF THE INVENTION

[0001] The present invention relates to a diagnosis system of an engine,and particularly to a diagnosis system of a hydrocarbon absorbent of theengine having the hydrocarbon absorbent in an exhaust portion.

[0002] In a common internal combustion engine, it is typical to installa catalytic converter having a function oxidizing hydrocarbon (HC) ascarbon hydride and carbon monoxide (CO) and reducing nitrogen oxide(NO_(x)) contained in an exhaust gas discharged from a combustionchamber of the engine, in an exhaust pipe of the engine. The catalyticconverter has a property to bring out purifying function of HC, CO andNO_(x) when a temperature of the exhaust gas is higher than or equal toa predetermined temperature but not to sufficiently purify the exhaustgas when the temperature of the exhaust gas is lower than or equal tothe predetermined temperature.

[0003] On the other hand, in general, since a temperature of thecatalytic converter arranged in the foregoing exhaust pipe is equal toan ambient temperature upon starting up of the engine and is lower thanthe exhaust gas temperature, a purifying performance of the exhaust gasby the catalytic converter is significantly low during a period untilthe catalytic converter is heated by the exhaust gas to be higher thanor equal to the predetermined temperature, at which the catalyticconverter is activated, as shown in FIG. 18. In order to solve thisproblem, as shown in FIG. 19, an exhaust gas purifying system, in whicha HC absorbent absorbing HC at low temperature and releasing HC when thetemperature becomes higher than or equal to a predetermined temperatureTd, is arranged in the exhaust pipe and the released HC is purified bythe catalytic converter provided downstream of the HC absorbent or thecatalytic converter provided on the same catalyst support with the HCabsorbent.

[0004] Here, in the exhaust purifying system, in view of the fact thatwhen the absorbing performance of the HC absorbent is degraded incertain cause, HC can be discharged even at low temperature to be acause of significant degradation of exhaust characteristics, it isrequired to appropriately detect degradation of absorbing performance ofthe HC absorbent. Thus, a technology disclosed in Japanese PatentApplication Laid-Open No. Heisei 08-121232 has been proposed.

[0005] The technology disclosed in Japanese Patent Application Laid-OpenNo. Heisei 08-121232 is constructed to arrange air/fuel ratio sensors(A/F sensors) linearly detecting an air/fuel ratio on upstream anddownstream of the HC absorbent as means for detecting degradation ofperformance of the HC absorbent for detecting respective outputs ofupstream and downstream side air/fuel ratio sensors of the HC absorbentupon release of HC for detecting degradation of performance of the HCabsorbent from a difference of detection.

[0006] On the other hand, since the technology disclosed in JapanesePatent Application Laid-Open No. Heisei 08-121232 requires two linearair/fuel ratio sensors, a problem is encountered in high productioncost.

[0007] On the other hand, the detection method in the foregoingtechnology utilizes the fact that the downstream side air/fuel ratio isshifted to rich side in the extent of released HC when the upstream sideair/fuel ratio is controlled to stoichiometric air/fuel ratio, and HC isdischarged externally from the exhaust pipe without being purified. Thisdepends on characteristics of the catalytic converter. Namely, in thecatalytic converter, by oxidation reduction reaction between HC and COserving as reducing agents and NO_(x) as oxidizing agent, threecomponents are purified efficiently. Accordingly, it is desirable inview of exhaust optimization to be stoichiometric air/fuel ratio in thecondition where amounts of reducing agent and oxidizing agent in thecatalytic converter is stoichiometrically balanced.

[0008]FIG. 20 shows purification performance of the catalytic converterfor three components with respect to the air/fuel ratio. In general, bycontrolling air flow rate or fuel amount to be supplied to the engine,stoichiometric air/fuel ratio can be realized. When a ratio of the airand fuel to be charged into the engine during HC releasing period iscontrolled to the stoichiometric air/fuel ratio, reducing agent becomesexcessive in the catalytic converter for the amount of HC released fromthe HC absorbent, namely in rich condition, to be a cause ofdeterioration of exhaust characteristics of HC and CO.

[0009] On the other hand, the technology disclosed in Japanese PatentApplication Laid-Open No. Heisei 08-121232 proposes to provide air/fuelratio sensors (O₂ sensor: output characteristics thereof is shown inFIG. 22) detecting rich or lean with respect to stoichiometric air/fuelratio arranged upstream and downstream sides of the HC absorbent, inplace of the linear air/fuel ratio (A/F sensor: output characteristicsthereof is shown in FIG. 21) and provide means for calculating acorrection amount correcting a feedback correction amount for correctingdepending upon output of the upstream side air/fuel ratio sensor and afeedback correction amount depending upon the downstream side air/fuelratio sensor, and means for calculating from the correction amount onthe basis of the HC absorbing amount upon release of HC. In this means,in order to indirectly predict HC absorbing amount from the correctionamount, it can be said that problem in precision is exist.

SUMMARY OF THE INVENTION

[0010] The present invention has been worked out in view of the problem.An object is to provide a diagnosis system for an engine which is low inproduction cost and can accurately diagnose absorption performance of aHC absorbent without degrading exhaust upon releasing of HC of the HCabsorbent.

[0011] [Means for Solving the Problem]

[0012] In order to accomplish the above-mentioned object, a diagnosissystem for an engine, according to the present invention, including anexhaust pipe, a hydrocarbon (HC) absorbent arranged within the exhaustpipe, an upstream air/fuel ratio sensor arranged upstream of the HCabsorbent and detecting a wide range air/fuel ratio of an exhaust gas, adownstream air/fuel ratio sensor arranged downstream of the HC absorbentand detecting rich or lean with respect to stoichiometric air/fuel ratioof the exhaust gas, and a control unit, is characterized by

[0013] the control unit including means for correcting an air/fuel ratioupstream of the HC absorbent, means for correcting an air/fuel ratiodownstream of the HC absorbent, and means for predicting a HC absorbingamount of the HC absorbent, the means for correcting the air/fuel ratioupstream of the HC absorbent correcting and controlling an output valueof the upstream air/fuel ratio sensor toward lean, the means forpredicting the HC absorbing amount of the HC absorbent predicting anabsorbing performance of the HC absorbent on the basis of a differencebetween an output value of the upstream air/fuel ratio sensor and apredetermined value C during a period from a timing where a temperatureof the HC absorbent becomes higher than or equal to a predeterminedvalue A and the output value of the upstream air/fuel ratio sensor iscorrected and controlled toward lean to a timing where the temperaturebecomes lower than or equal to a predetermined value B.

[0014] In the diagnosis system for the engine according to the presentinvention constructed as set forth above, the control unit corrects andcontrols the output value of the upstream air/fuel ratio sensor towardlean so that the output value of the downstream air/fuel ratio sensorbecomes constant at stoichiometric air/fuel ratio. The means forpredicting the HC absorbing amount of the HC absorbent derives theabsorbing performance of the HC absorbent on the basis of the differencebetween the output of the upstream air/fuel ratio and the predeterminedvalue C as stoichiometric air/fuel ratio when the temperature of the HCabsorbent reaches the predetermined value A as the releasing temperaturefor releasing HC to permit diagnosis of the absorbing performance of theHC absorbent without degrading exhaust by controlling the air/fuel ratiodownstream of the HC absorbent to stoichiometric air/fuel ratio

[0015] On the other hand, in particular embodiment of the diagnosissystem for the engine according to the present invention, the means forpredicting the HC absorbing amount of the HC absorbent predicts theabsorbing performance of the HC absorbent from a value derived byintegrating a value calculated by multiplying a difference between theoutput value of the downstream air/fuel ratio sensor and thepredetermined value C by an inflow air amount of the engine, over apredetermined period.

[0016] Also, a diagnosis system for an engine, according to the presentinvention, including an exhaust pipe, a hydrocarbon (HC) absorbentarranged within the exhaust pipe, a downstream air/fuel ratio sensorarranged downstream of the HC absorbent and detecting a wide rangeair/fuel ratio of an exhaust gas or detecting rich or lean with respectto stoichiometric air/fuel ratio of the exhaust gas, and a control unit,is characterized by the control unit including means for correcting anair/fuel ratio downstream of the HC absorbent and means for predicting aHC absorbing amount of the HC absorbent, the means for correcting theair/fuel ratio downstream of the HC absorbent correcting and controllinga correction value of an air/fuel ratio control of a fuel amount or airamount to be supplied to a combustion chamber of the engine toward lean,and the means for predicting the HC absorbing amount of the HC absorbentpredicting an absorbing performance of the HC absorbent on the basis ofa difference between an output value of the upstream air/fuel ratiosensor and a predetermined value C during a period from a timing where atemperature of the HC absorbent becomes higher than or equal to apredetermined value A and the correction amount of the air/fuel ratiocontrol is corrected and controlled toward lean to a timing where thetemperature becomes lower than or equal to a predetermined value E.

[0017] Furthermore, in another particular embodiment of the diagnosissystem for the engine according to the present invention, the means forcorrecting the air/fuel ratio upstream of the HC absorbent includesmeans for measuring or predicting temperature of the HC absorbent. Themeans for predicting the HC absorbing amount of the HC absorbent startsprediction of absorbing performance of the HC absorbent when richcondition of the output value of the downstream air/fuel ratio sensor ismaintained for a predetermined period. At least a catalytic converter ora nitrogen oxide (NO_(x)) catalyst is provided on downstream of the HCabsorbent. Also, the control unit comprises means for making judgment offatigue of the HC absorbent on the basis of an output signal of themeans for predicting the HC absorbing amount of the HC absorbent, andmeans for announcing fatigue of the HC absorbent on the basis of theoutput signal of the means for making judgment of fatigue of the HCabsorbent.

BRIEF DESCRIPTION OF THE DRAWINGS

[0018]FIG. 1 is an illustration of an overall construction of an enginecontrol system including the first embodiment of an exhaust system ofthe engine according to the present invention;

[0019]FIG. 2 is an illustration of an internal construction of a controlunit of FIG. 1

[0020]FIG. 3 is a block diagram of a control system of a diagnosissystem for an engine in the control unit of FIG. 1

[0021]FIG. 4 is a block diagram of a control system of HC absorbentupstream side air/fuel ratio correction means in the diagnosis systemfor engine of FIG. 3;

[0022]FIG. 5 is a flowchart of calculation of HC absorbent upstream sideair/fuel ratio correction coefficient by the HC absorbent upstream sideair/fuel ratio correction means of FIG. 4;

[0023]FIG. 6 is a block diagram of a control system of HC absorbentdownstream side air/fuel ratio correction means in the diagnosis systemfor engine of FIG. 3;

[0024]FIG. 7 is a flowchart of flag calculation by the HC absorbentdownstream side air/fuel ratio correction means of FIG. 4

[0025]FIG. 8 is a flowchart of calculation of HC absorbent upstream sideair/fuel ratio correction coefficient by the HC absorbent upstream sideair/fuel ratio correction means of FIG. 4;

[0026]FIG. 9 is a flowchart of HC absorbing amount calculation by a HCabsorbing amount predicting means in the diagnosis system for the engineof FIG. 3;

[0027]FIG. 10 is a flowchart of HC absorbent fatigue judgment by the HCabsorbent fatigue judgment means in the diagnosis system for the engineof FIG. 3;

[0028]FIG. 11 is an illustration showing overall construction of anengine control system having the second embodiment of exhaust system ofthe engine according to the present invention;

[0029]FIG. 12 is an illustration showing diagnosis performing range andperforming condition of the diagnosis system of the engine of FIGS. 1and 11;

[0030]FIG. 13 is an illustration showing another diagnosis performingrange and performing condition of the diagnosis system of the engine ofFIGS. 1 and 11;

[0031]FIG. 14 is an illustration showing overall construction of anengine control system having the third embodiment of exhaust system ofthe engine according to the present invention;

[0032]FIG. 15 is a block diagram of the control system of the diagnosissystem for the engine in a control unit of FIG. 14 FIG. 16 is anillustration showing diagnosis performing range and performing conditionof the diagnosis system of the engine of FIG. 14;

[0033]FIG. 17 is an illustration showing diagnosis performing range andperforming condition of the diagnosis system of the engine of FIG. 14;

[0034]FIG. 18 is an illustration showing variation of activatingtemperature of a catalytic converter and HC amount passing through thecatalytic converter;

[0035]FIG. 19 is a temperature characteristics chart of HC absorbent;

[0036]FIG. 20 is a characteristics chart of the catalytic converter;

[0037]FIG. 21 is an output characteristics chart of an A/F sensor;

[0038]FIG. 22 is an output characteristics chart of an O₂ sensor.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0039] Hereinafter, the embodiment of an exhaust device of the engineaccording to the present invention will be discussed in detail withreference to the drawings.

[0040]FIG. 1 shows an overall construction of an engine control systemhaving the first embodiment of an exhaust device of the engine accordingto the present invention. An engine 100 is constructed with a pluralityof cylinders 9. To each cylinder 9, each induction pipe 6 and an exhaustpipe 10 are connected.

[0041] In each cylinder 9, an ignition plug 8 is mounted. In theinduction pipe 6, a fuel injection valve 7 is mounted. On the upstreamof the duel injection valve 7, an air cleaner 1 and an air flow sensor 7are mounted, and also a throttle valve 3 is arranged. Furthermore, anISC bypass passage 4 bypassing the throttle valve 3 is provided. In thebypass passage 4, an ISC valve 5 is arranged.

[0042] On the other hand, in the exhaust pipe 10, a hydrocarbon (HC)absorbent 11 is arranged at an appropriate position. On the downstreamside of the HC absorbent 11, a catalytic converter 18 is arranged.Furthermore, a throttle valve open degree sensor 17 is arranged in thearrangement position of the throttle valve 3, a coolant temperaturesensor 14 is arranged on the side of the cylinder 8, a crank anglesensor 15 is arranged on a crankshaft portion 9 b, an A/F sensor 12 asan upstream side air/fuel ratio sensor is arranged on upstream side ofthe HC absorbent 11, and an O₂ sensor 13 as a downstream side air/fuelratio sensor is arranged between the HC absorbent 11 and the catalyticconverter 18.

[0043] In the engine 100, a control device (control unit) 16 isarranged. The control unit 16 receives input of signals of respectivesensors, and outputs a control signals to respective operating devicesthrough arithmetic process.

[0044] Air from outside of the engine 100 passes through an air cleaner1 and flows into a combustion chamber 9 a via the induction pipe 6. Anintake air flow rate is mainly adjusted by the throttle valve 3, but isadjusted by the ISC valve 5 provided in the bypass passage 4 forcontrolling an engine revolution speed by the adjustment. On the otherhand, by the air flow sensor 2, the intake air flow rate is detected. Bythe crank angle sensor 15, a signal is output per 1° of angulardisplacement of the crankshaft 9 b. By the coolant temperature sensor14, a coolant temperature of the engine is detected.

[0045] Respective signals of the air flow sensor 2, the throttle opendegree sensor 17 mounted in a portion of the throttle valve 3, the crankangle sensor 15, and the coolant temperature sensor 14 are fed to thecontrol unit 16. From outputs of these sensors, operating condition ofthe engine 100 is obtained for optimally calculating a primary operatingamount, such as the basic injection amount of fuel and spark ignitiontiming. The fuel injection amount calculated by the control unit 16 isconverted into a valve opening pulse signal to be set to a fuelinjection valve 7.

[0046] On the other hand, in the control unit 16, the spark ignitiontiming is calculated to output a drive signal from the control unit 16to the ignition plug 8 for ignition at the spark ignition timing. Thefuel injected from the fuel injection valve 7 is mixed with the airintroduced from the induction pipe 6 to flow into the combustionchambers 9 a of respective cylinders to form a mixture. The mixture isignited and burnt by spark ignition by the ignition plug 8. An energygenerated at this time becomes a source of power as revolving drivingforce of the engine 100.

[0047] The exhaust gas after combustion in the combustion chamber 9 a isfed into the HC absorbent 11 via the exhaust pipe 10. The HC absorbent11 absorbs HC under cold condition of the engine 100 and releases HC atthe temperature high than or equal to the predetermined temperature. Theexhaust gas discharged from the HC absorbent 11 is purified respectiveexhaust component of HC, CO and NO_(x) by the catalytic converter 18.

[0048] The A/F sensor 12 is mounted on upstream of the HC absorbent 11and has a linear output characteristics with respect to oxygenconcentration contained in the exhaust gas. A relationship between theoxygen concentration in the exhaust gas and the air/fuel ratio issubstantially linear asset forth above. Thus, the air/fuel ratio onupstream of the HC absorbent 11 can be obtained by the A/F sensor 12. Onthe other hand, on downstream side of the HC absorbent 11, the O₂ sensor13 is mounted and has a characteristics to output two signals as setforth above and can detect air/fuel ratio downstream of the HC absorbent11.

[0049] The control unit 16 derives the air/fuel ratio of upstream of theHC absorbent 11 from the signal of the A/F sensor 12 and performsfeedback (F/B) control sequentially correcting the basic injectionamount so that the air/fuel ratio of the mixture in the combustionchamber 9 a becomes a target air/fuel ratio. However, as will bediscussed later, so that the output of the O₂ sensor on downstream ofthe HC absorbent 11 becomes constant upon release of HC, the air/fuelratio on upstream of the HC absorbent 11 is controlled. On the otherhand, when judgment is made that fatigue is caused in the HC absorbent11 on the basis of a predicted value of the HC absorbing amountindicative of the HC absorbing performance, a fatigue announcing lamp 19as one of fatigue announcing means of the HC absorbent 11, is turned ON.

[0050]FIG. 2 shows the inside of the control unit 16.

[0051] In the control unit (ECU) 16, output values of the A/F sensor 12,the O₂ sensor 13, the throttle open degree sensor 17, the air flowsensor 2, the crank angle sensor and coolant temperature sensor 14 areinput. After signal processing, such as noise elimination or so forth,by the input circuit 23, and then fed to an input/output port 24. Thevalue of the input/output port 24 is stored in RAM 22 and isarithmetically processed by CPU 20. A control program describing thecontent of arithmetic process is preliminarily written in ROM 21.

[0052] A value indicative of each actuator operation amount calculatedaccording to the control program is stored in RAM 22, and then fed tothe input/output port 24. Then, as an actuation signal of the ignitionplug 8, an ON/OFF signal which is turned ON upon power supply for aprimary winding in an ignition output circuit 25 and OFF while power isnot supplied. The signal for the ignition plug 8 set in the input/outputport 23 is amplified by the ignition output circuit 25 into sufficientenergy required for combustion, and is supplied to the ignition plug 8.On the other hand, as the drive signal of the fuel injection valve 7, anON/OFF signal which is turned ON upon valve opening and is turned OFFupon valve closing, is set, and is amplified by a fuel injection valvedrive circuit 26 into a sufficient energy for opening the fuel injectionvalve 7 to be fed to the fuel injection valve 7.

[0053] Next, discussion will be given for content of control in theshown embodiment as written in ROM 21.

[0054]FIG. 3 is a control block diagram of an embodiment of thediagnosis system of the engine in the ECU 16.

[0055] In a basic fuel injection amount calculating means 27, fromrespective output values of the air flow sensor 2 and the crank anglesensor 15, the basic fuel injection amount per one cylinder as shown bythe following equation (1) is calculated in feed forward (F/F) manner,for example.

Ti=K(QA/(N×CYL))  (1)

[0056] wherein

[0057] Ti: basic fuel injection amount,

[0058] K: fuel injection amount adjusting coefficient,

[0059] QA: air flow rate

[0060] N: revolution speed;

[0061] CYL: number of cylinders

[0062] The fuel injection amount adjusting coefficient K is provided inconsideration of characteristics and so forth of the fuel injectionvalve 7 for establishing the basic fuel injection amount Ti realizingstoichiometric air/fuel ratio. In addition, on the basis of the signalof the A/F sensor 12 mounted on the upstream side of the HC absorbent 11adapting to various operating condition, environment variation, aging, aHC absorbent upstream side air/fuel ratio correction means 31 ofperforms correction of the air/fuel ratio on upstream side of the HCabsorbent 11. Furthermore, in a HC absorbent downstream side air/fuelratio correction means 30 , on the basis of the signal of the O₂ sensor13 mounted on the downstream side of the HC absorbent 11 upon releasingof HC, air/fuel ratio correction on the downstream side of the HCabsorbent 11 is performed. Detailed content of the air/fuel ratiocontrol of upstream side of the HC absorbent 11 and the air/fuel ratiocontrol of downstream side of the HC absorbent 11 will be discussed asfollow:

[0063] At first, concerning content of arithmetic operation of the HCabsorbent upstream side air/fuel ratio correction coefficient ALPHA bythe HC absorbent upstream side air/fuel ratio correction means 31 willbe discussed with reference to FIGS. 4 and 5.

[0064] As shown in FIG. 4, the control is for F/B control in on-line forestablishing the upstream side air/fuel ratio of the HC absorbent 11 tothe target air/fuel ratio (TABF+REARHOS) on the basis of an output RABFof the A/F sensor 12 mounted on upstream side of the HC absorbent 11 anda HC absorbent downstream side air/fuel ratio control correctioncoefficient REARHOS which will be discussed later. Here, TABF is targetbasis air/fuel ratio.

[0065]FIG. 5 is a flowchart of particular arithmetic operation of the HCabsorbent upstream side air/fuel ratio correction coefficient ALPHA.

[0066] At first, at step 121 judgment is made whether permittingcondition of the F/B control is established or not. As the permittingcondition, whether the coolant temperature is higher than or equal to agiven value, if not accelerating state, if the sensor is activated andso forth may be considered. Then, when the permitting condition of theF/B control is not established, process is advanced to step 126 to go toend without performing correction with setting the HC absorbent upstreamside air/fuel ratio correction coefficient ALPHA.

[0067] When judgment is made that F/B control permitting condition isestablished at step 121, namely when YES, PI control is performed on thebasis of calculated value DLTABF from the output of the A/F sensor 12 tocalculate the correction coefficient ALPHA at steps 122 to 125.

[0068] At first, at step 122, a difference DLTABF of the HC absorbentupstream side air/fuel ratio RABF and the target air/fuel ratio(TABF+REARHOS) is calculated. At step 123, a proportional correctionterm KAMP is calculated by multiplying a proportional gain KP to thedifference DLTABF. Next, at step 124, a sum of a value derived bymultiplying an integration gain KI of the difference DLTABF and theintegration correction term LAMI_(z) calculated in the preceding job asintegration correction term LAMI.

[0069] At step 125, a value derived by adding 1 as center value to aproportional component LAMP and an integral component LAMI is set as theHC absorbent upstream side air/fuel ratio correction coefficient ALPHAas a F/B control correction term to terminate sequence of operation.

[0070] Next, concerning content of arithmetic operation of the HCabsorbent downstream side air/fuel ratio correction coefficient REARHOSby the HC absorbent downstream side air/fuel ratio correction means 30will be discussed with reference to FIGS. 6 to 8.

[0071] As shown in FIG. 6, in the HC absorbent downstream side air/fuelratio correction means 30, a HC absorbent temperature predicting means30 a predicts a temperature TADSBER of the HC absorbent 11 from variousoperation parameters of air flowsensor 2, the crank angle sensor 15 andso forth for setting HC releasing state indicative flag FDESORP is setto 1 by a HC releasing judgment means 30 b when a HC absorbenttemperature TADSBER becomes higher than or equal to a HC releasingtemperature. Subsequently, when the HC releasing judgment means 30 bdetects end of releasing of HC on the basis of the value of the HCabsorbent downstream side air/fuel ratio correction coefficient REARHOS,the flag FDESORP is reset to 0. It should be noted that the detail ofthe content of calculation of the flag FEDSORP will be discussed later.

[0072] On the basis of the output value of the downstream side air/fuelratio sensor 13, in a PI control means 30 c as calculating means forfuel amount to be supplied to the combustion chamber 9 a of the engine,from the output value of the downstream side air/fuel ratio sensor 13,when the flag FDESORP is 1, the HC absorbent downstream side air/fuelratio correction coefficient REARHOS is calculated through a calculationmethod discussed later on the basis of an output VO2R of the O₂ sensoron downstream of the HC absorbent 11.

[0073]FIG. 7 is a flowchart of arithmetic operation of the HC releasingstate indicative flag FDESORP.

[0074] At step 141, judgment is made where HC releasing is completed ornot. Particularly, starting up of the engine, judgment is made whetherthe flag FDESORP has not yet been reset from 1 to 0 even once or not. Ifnot reset, namely answer is YES, the process is advanced to step 142. Onthe other hand, if NO, the flag FDESORP is reset to o and then thesequence operation goes end.

[0075] At step 142, judgment is made whether the temperature of the HCabsorbent is reached a releasing temperature or not. Particularly,judgment is made whether the HC absorbent temperature TADSBER becomeshigher than or equal to a HC release start temperature TDESORP or not.It should be noted that the HC absorbent temperature TADSBER is a valueto be predicted on the basis of a physical model from various operationparameters. Since there are several proposals in connection with detailof the model, detailed discussion will be omitted here. On the otherhand, it is also possible to perform actual measurement by mounting atemperature sensor on downstream side of the HC absorbent 11. The HCrelease start temperature TDESORP is preliminarily determined at a valuedetermined from a specification of the HC absorbent 11.

[0076] Then, when the HC absorbent temperature TADSBER is higher than orequal to the HC release start temperature TDESORP, namely YES, theprocess is advanced to step 143. On the other hand, if NO, the flagFDESORP is set 0, the sequence of operation goes end.

[0077] At step 143, judgment is made whether HC releasing is completedor not. Particularly, the value of the HC absorbent downstream sideair/fuel ratio correction coefficient REARHOS is used. As will bediscussed later, during releasing of HC, the air/fuel ratio iscontrolled to be lean on the upstream side of the HC absorbent 11 inorder to make the air/fuel ratio on downstream of the HC absorbent 11 tobe stoichiometric air/fuel ratio, the value of the HC absorbentdownstream side air/fuel ratio correction REARHOS becomes smaller.Accordingly, at step 143, judgment is made whether the HC absorbentdownstream side air/fuel ratio correction coefficient REARHOS becomessufficiently small and this condition is maintained for a given periodor not.

[0078] Then, if the value of the HC absorbent downstream side air/fuelratio correction coefficient REARHOS is sufficiently small and thiscondition is maintained for a predetermined period, namely answer atstep 143 is YES, judgment is made that HC releasing is completed toreset the flag FDESORP to 0 to terminate the sequence of operation. Onthe other hand, if the answer is NO, judgment is made that HC releasingis on going to set the flag FDESORP to 1 to terminate the sequence ofoperation. It should be noted that the initial value of the HC releasingstart temperature FDESORP is set to 0.

[0079]FIG. 8 is a flowchart of arithmetic operation of the HC absorbentdownstream side air/fuel ratio correction coefficient (correction term)REARHOS.

[0080] The HC absorbent downstream side air/fuel ratio correctioncoefficient REARHOS of the HC absorbent 11 is for correction of theupstream side target air/fuel ratio TABF of the HC absorbent 11 so thatthe output value of the O₂ sensor downstream of the HC absorbent 11falls within a predetermined value.

[0081] At first, at step 151, judgment is made whether HC is releasingor not. Particularly, judgment is made whether the flag FDESORP is 1 ornot. When the flag FDESORP is 1, namely YES, the process is advanced tostep 152. On the other hand, if NO, the process is advanced to step 157to set the HC absorbent downstream side air/fuel ratio correctioncoefficient REARHOS to 0 to terminate the process without performingcorrection.

[0082] At step 152, judgment is made whether the air/fuel ratio ondownstream of the HC absorbent 11 is rich due to release of HC.Particularly, judgment is made whether the output VO2R of the O₂ sensor13 is greater than or equal to a HC absorbent downstream side air/fuelratio control permitting value (rich side) VO2RMAX or not. If the outputis greater than or equal to the HC absorbent downstream side air/fuelratio control permitting value VO2RMAX, namely YES, judgment is madethat air/fuel ratio on downstream of the HC absorbent 11 is rich toadvance the process to step 153.

[0083] On the other hand, when the output is not greater than or equalto the HC absorbent downstream side air/fuel ratio control permittingvalue VO2RMAX at step 152, the process is advance to step 154 to checkwhether the output of the O₂ sensor 13 is less than or equal to a HCabsorbent downstream side air/fuel ratio control permitting value (leanside) VO2RMIN or not, namely YES, judgment is made that the air/fuelratio on downstream of the HC absorbent 11 is lean and then the processis advanced to step 155 to subtract a variation rate DLL of the HCabsorbent downstream side air/fuel ratio correction coefficient REARHOSfrom the correction coefficient REARHOS calculated in the preceding jobto set as the HC absorbent downstream side air/fuel ratio correctionREARHOS for making the air/fuel ratio upstream of the HC absorbent 11rich. Then, a sequence of operation goes end. This is the process toreturn toward the stoichiometric air/fuel ratio as excessively correctedtoward lean.

[0084] On the other hand, when the output of the O₂ sensor is not lessthan or equal to the HC absorbent downstream side air/fuel ratio controlpermitting value VO2RMIN as checked at step 154, the process is advancedto step 156 to make judgment that the air/fuel ratio downstream of theHC absorbent 11 falls within the predetermined range, namely close tothe stoichiometric air/fuel ratio to terminate sequence of operationwithout updating with judgment that the downstream side air/fuel ratiocontrol correction coefficient REARHOS and the downstream side air/fuelratio control correction coefficient REARHOS calculated in the precedingjob are equal. It should be noted that the initial value of thedownstream side air/fuel ratio correction coefficient REARHOS is 0.

[0085] Next, prediction of HC amount absorbed by the HC absorbent 11 andfatigue judgment of the HC absorbent 11 will be discussed with referenceto FIGS, 9 and 10.

[0086] Concerning prediction of the HC amount absorbed by the HCabsorbent 11, since the lean shift amount of the air/fuel ratio upstreamof the HC absorbent caused during releasing of HC is correlated to theHC absorbing amount as set forth above, as shown in the flowchart ofFIG. 9, prediction is performed by calculation of the HC absorbingamount.

[0087] At first, at step 161, judgment is made whether HC is releasingor not. When the flag FDESORP is 1, namely YES, the process is advancedto step 162 for summing integration of a value derived by multiplyingair flow rate QA to lean shifting amount from stoichiometric air/fuelratio on the basis of the upstream air/fuel ratio RABF and the targetbasic air/fuel ratio TABF to derive a HC absorbing capacity IADSHC asindicia of HC accumulated absorbing amount to terminate operation.

[0088] On the other hand, at step 161, when the flag FDESORP is not 1,the process is advanced to step 163 to make judgment whether fatiguejudgment is completed or not. Particularly, judgment is made whetherfatigue judgment completion flag FCDIAG is 1 or not. It should be notedthat, upon starting up of the engine, the initial value of the fatiguejudgment completion flag FCDAG is set to 0. Set condition is discussedlater.

[0089] Then, when the fatigue judgment completion flag FCDIAG is 1 aschecked at step 163, namely YES, the process is advanced to step 164 toset both of the HC absorbing capacity IADSHC and the HC absorbingcapacity calculated in the preceding job to 0 to terminate operation. Onthe other hand, when the fatigue judgment completion flag FCDIAG is not1, the process is advanced to step 165 to make judgment that fatiguejudgment is not yet performed to maintain the preceding value withjudgment that the HC absorbing capacity and the HC absorbing capacitycalculated in the preceding job are equal, to terminate the sequence ofoperation.

[0090] On the other hand, FIG. 10 is a flow chart of fatigue judgment ofthe HC absorbent.

[0091] At step 171, judgment is made whether HC releasing is completedor not. Particularly, judgment is made whether the HC releasing stateindicative flag FDESORP is 0 and the HC releasing start indicative flagFDESORP_(z) as calculated in the preceding job is 1 or not. If theseconditions are satisfied, namely when YES, judgment is made that HCreleasing is completed to advance the process to step 172. On the otherhand, when these conditions are not satisfied, the process goes end.

[0092] At step 172, fatigue judgment of the HC absorbent 11 isperformed. Particularly, judgment is made that the HC absorbing capacityIADSHC is less than or equal to a value derived by multiplying athreshold value RAGE of the fatigue judgment preliminarily determinedwithin 0 to 1.0 with respect to the HC absorbing capacity in brand newstate and the HC absorbing capacity IADSHCMAX of the HC absorbent inbrand new state which is preliminarily and empirically determined, ornot. When this condition is satisfied, namely YES, judgment is made thatfatigue of the HC absorbent 11 is caused to advance the process to step173 to turn ON the fatigue announcing lamp 19 mounted around thedriver's seat or the like. Process is then advanced to step 174 to setthe fatigue judgment completion flag FCDIAG to 1 and process goes end.On the other hand, when the condition is not satisfied as checked atstep 172, judgment is made that the HC absorbent 11 is not yet fatiguedto advance the process to step 174 to terminate the process.

[0093]FIG. 11 shows the overall construction of an engine control systemhaving the second embodiment of the diagnosis system for the engineaccording to the present invention.

[0094] While the foregoing first embodiment is directed to the controlsystem for the engine where the catalytic converter 18 is arranged ondownstream of the HC absorbent 11, a catalyst 32 of the shown embodimentis formed by supporting the HC absorbent and catalytic converter on thesame catalyst support.

[0095] Namely, the shown embodiment of the engine control system shownin FIG. 11 has the basic construction the same as that first embodimentof the engine control system of FIG. 1 but is differentiated from theconstruction, in which the HC absorbent 11 and the catalytic converter18 are provided on the exhaust pipe 10 in the first embodiment only atthe point where one catalyst 28 provided in the exhaust pipe 10 isconstructed by supporting the HC absorbent and the catalytic converteron the same catalyst support. Even for the constriction of the shownembodiment, ECU 16 in the foregoing first embodiment is applicable.

[0096] As set forth above, the foregoing embodiment of the presentinvention achieves the following function by the construction set forthabove.

[0097] The first embodiment of the diagnosis system for the engine isthe diagnosis system of the HC absorbent 11 of the engine 100, which hasthe HC absorbent 11 and the catalytic converter 18 mounted on theexhaust pipe 10, the A/F sensor 12 detecting the air/fuel ratio of widerange on the upstream of the HC absorbent 11 and the O₂ sensor 13detecting rich or lean with respect to stoichiometric air/fuel ratio ondownstream side of the HC absorbent 11, and has HC absorbent downstreamside air/fuel ratio correction means 30 for correcting the air/fuelratio downstream of the HC absorbent 11 on the basis of the outputsignal of the O₂ sensor 13 and the HC absorbent upstream side air/fuelratio correction means 31 for correcting the air/fuel ratio upstream ofthe HC absorbent 11 on the basis of the output signal of the A/F sensor12. As shown in FIG. 12, when a predicted temperature of the HCabsorbent 11 is higher than or equal to the releasing temperature A forreleasing HC, a fuel amount to be supplied to the engine is controlledso that the output of the O₂ sensor 13 becomes a value corresponding tothe stoichiometric air/fuel ratio to make the output of the A/F sensor13 as the air/fuel ratio upstream of the HC absorbent 11 lean tomaintain the output of the O₂ sensor 13 at the value corresponding tostoichiometric air/fuel ratio to prevent deterioration of exhaust. Itshould be noted that the HC releasing period can be recognized as theperiod until the output of the A/F sensor 13 becomes less than or equalto the predetermined value B.

[0098] Then, the diagnosis system of the engine set forth above includesHC absorbing amount predicting means 28 for predicting the HC absorbingamount of the HC absorbent 11 from the output signals of the O₂ sensor13 and the A/F sensor 12, HC absorbent fatigue judgment means 29 formaking judgment of fatigue of the HC absorbent 11 from the output signalof the HC absorbing amount predicting means 28, and the fatigueannouncing lamp 19 for announcing fatigue of the HC absorbent 11 to thedriver on the-basis of the output signal of the HC absorbent fatiguejudgment means 29. The HC absorbent predicting means 28 derives theabsorbing performance of the HC absorbent 11 on the basis of adifference between the output of the A/F sensor 12 and thestoichiometric air/fuel ratio C. The amount for shifting the air/fuelratio upstream of the HC absorbent 11 toward lean side is proportionalto oxygen amount necessary for oxidizing HC released from the HCabsorbent 11 at that time for capability of prediction of the HCabsorbing amount of the HC absorbent 11 from the lean shifting amount.Accordingly, the shown embodiment of the diagnosis system of the enginediagnose absorbing performance of the HC absorbent 11 without causingdeteriorate exhaust by controlling air/fuel ratio at the inlet of thecatalytic converter 18 to stoichiometric air/fuel ratio to announce tothe driver when the fatigue of the HC absorbent 11 is judged and canadapt to restriction under law and regulation.

[0099] On the other hand, concerning diagnosis performing condition andperforming condition of the diagnosis system 100 for the engine, asshown in FIG. 13, it is possible to add a condition that the output ofthe O₂ sensor mounted on downstream of the HC absorbent 11 by adjustingthe output of the A/F sensor 12 mounted on upstream side of the HCabsorbent 11 to stoichiometric air/fuel ratio, is maintained in richercondition for a predetermined period T, in addition to a temperaturecondition of the HC absorbent 11, for making start of releasing of HCclear to enhance accuracy of detection of HC releasing from the HCabsorbent 11.

[0100] Furthermore, the second embodiment of the diagnosis system 100 ofthe engine is differentiated from the construction where the HCabsorbent 11 and the catalytic converter 18 are provided in the exhaustpipe 10 as in the first embodiment at the point where one catalyst 32installed in the exhaust pipe 10 supports the HC absorbent and thecatalytic converter on the same catalyst support. In this case, theair/fuel ratio at the outlet of the catalyst 32 is controlled instead ofthe air/fuel ratio at the inlet of the catalyst 32. The first embodimentof ECU 16 is applicable to achieve the same effect.

[0101] As set forth above, while the present invention has beendiscussed in detail in terms of two embodiments, the present inventionis not limited to the foregoing embodiments and various modification indesigning is possible without departing from the principle of thepresent invention as set forth in claims.

[0102] For example, in the foregoing embodiment, a construction is takento control the air/fuel ration by air/fuel ratio, it is possible tocontrol air flow rate. On the other hand, the oxygen amount necessaryfor oxidizing released HC is correlated not only for the air/fuel ratioand air flow rate supplied to the engine. Therefore, HC releasing amountis derived from an integrated value in the releasing period in the valuederived by multiplying the lean shifting amount and the air flow rate toimprove precision in deriving the HC releasing amount. Furthermore, theHC absorbent temperature predicting means 30 a predicts a temperatureTADSBER of the HC absorbent 11 from various operation parameters, suchas the air flow sensor 2, the crank angle sensor 15 and so forth. Whenthe sensor for measuring the temperature of the HC absorbent 11 isprovided, it serves as HC absorbent temperature measuring means.

[0103] On the other hand, in the first embodiment, catalytic converter18 is provided on downstream of the HC absorbent 11. However, it is alsopossible to provide NO_(x) catalyst in place of the catalytic converter18. Even in this case, similar effect to the first embodiment can beobtained.

[0104] Furthermore, the first embodiment has the A/F sensor 12 onupstream of the HC absorbent 11 and O₂ sensor 13 on downstream thereof.However, it is possible to provide either of A/F sensor or O₂ sensor ondownstream of the HC absorbent 11. Even in this case, as will bediscussed later, absorbing performance of the HC absorbent 11 can bederived.

[0105]FIG. 14 shows the overall construction of the engine controlsystem having the third embodiment of the diagnosis system 100 of theengine. The shown embodiment of the engine control system has the sameconstruction in the basic construction as the first embodiment of theengine control system of FIG. 1. To the point that the air/fuel ratiosensor is provided on downstream of the HC absorbent 11, different fromthe first embodiment, the air/fuel ratio is controlled on the basis ofthe output of the air/fuel ratio sensor.

[0106]FIG. 15 is a block diagram of the control system of the diagnosissystem of the engine. The diagnosis system of the engine performsprediction of the HC releasing amount upon releasing of HC on the basisof control amount in air/fuel ratio control, and includes HC absorbentdownstream side air/fuel ratio correction means 30 for correcting theair/fuel ratio downstream of the HC absorbent 11 on the basis of theoutput signal of the air/fuel ratio sensor (A/F sensor 13A or O₂ sensor13B) provided on downstream of the HC absorbent 11, the HC absorbingamount predicting means 28 for predicting the HC absorbing amount of theHC absorbent 11 from the output signal of the air/fuel ratio sensor 13A(or 13B), the HC absorbent fatigue judgment means 29 for making judgmentof fatigue of the HC absorbent 11 from the output signal of the HCabsorbing amount predicting means 28, and the fatigue announcing lamp 19announcing fatigue of HC absorbent 11 on the basis of the output signalof the HC absorbent fatigue judgment means 29.

[0107]FIG. 16 shows diagnosis performing range and performing conditionof the diagnosis system for the engine when the air/fuel ratio sensor isthe A/F sensor 13A detecting the air/fuel ratio in wide range. When themeasured temperature or the predicted temperature of the HC absorbent 11becomes higher than or equal to the releasing temperature A forreleasing HC, the air amount or fuel amount to be supplied to the engine100 is controlled to make air/fuel ratio correction term REARHOS lean tomaintain the output of the air/fuel ratio sensor 13A at a valuecorresponding to stoichiometric air/fuel ratio to prevent deteriorationof exhaust.

[0108] Then, the HC absorbing amount predicting means 28 derives adifference DLTRHOS between the air/fuel ratio correction term REARHOSand the fuel injection amount G corresponding to stoichiometric value ineach operational range for integrating a value derived by multiplyingthe difference DLTRHOS with the air amount with respect to the absorbingamount calculation period (T0 to T1) to derive HC absorbing performanceof the HC absorbent 11. On the basis of the result thereof, the HCabsorbent 11 fatigue judgment means 29 diagnose absorbing performance ofthe HC absorbent 11 to announce to the driver by the fatigue announcinglamp 19 when fatigue is judged.

[0109]FIG. 17 shows the diagnosis performing range and performingcondition of the diagnosis system for the engine in the case where theair/fuel ratio sensor is the O₂ sensor detecting rich or lean withrespect to the stoichiometric air/fuel ratio. Even in this case, the airamount or fuel amount is controlled so that the output of the air/fuelratio sensor 13B becomes a value corresponding to the stoichiometricair/fuel ratio to make the air/fuel ratio correction term REARHOS byreleasing of HC lean and whereby to maintain the output of the air/fuelratio sensor 13B at the value corresponding to the stoichiometricair/fuel ratio to prevent deterioration of exhaust. Then, the HCabsorbing amount predicting means 28 derives a difference DLTALP of acenter value ALPST of the air/fuel ratio correction term REARHOS uponnon releasing state of HC and a center value ALPLN of the air/fuel ratiocorrection term REARHOS upon releasing state of HC to integrate a valuederived by multiplying the difference DLTAP and the air amount withrespect to absorbing amount calculation period (T0 to T1), and to derivethe HC absorbing performance of the HC absorbent 11. On the basis of theresult thereof, absorbing performance of the HC absorbent 11 isdiagnosed by the HC absorbent fatigue judgment means 29 to announce tothe driver by the fatigue announcing lamp 19 when fatigue is judged.

[0110] It should be appreciated that the center value ALPST and thecenter value ALPLN may be replace with an average value of the air/fuelratio term REARHOS, a value derived by multiplying 1/2 to a sum of themaximum value and minimum value of the air/fuel ratio correction termREARHOS.

[0111] As can be appreciated from the discussion above, the diagnosissystem for the engine according to the present invention can predict HCamount absorbed by the HC absorbent and perform diagnosis of theabsorbing performance of the HC absorbent without causing deteriorationof exhaust. [BRIEF DESCRIPTION OF THE DRAWINGS]

What is claimed is:
 1. A diagnosis system for an engine including anexhaust pipe, a hydrocarbon (HC) absorbent arranged within said exhaustpipe, an upstream air/fuel ratio sensor arranged upstream of said HCabsorbent and detecting a wide range air/fuel ratio of an exhaust gas, adownstream air/fuel ratio sensor arranged downstream of said HCabsorbent and detecting rich or lean with respect to stoichiometricair/fuel ratio of the exhaust gas, and a control unit, characterized bysaid control unit including means for correcting an air/fuel ratioupstream of said HC absorbent, means for correcting an air/fuel ratiodownstream of said HC absorbent, and means for predicting a HC absorbingamount of said HC absorbent, said means for correcting the air/fuelratio upstream of said HC absorbent correcting and controlling an outputvalue of said upstream air/fuel ratio sensor toward lean, said means forpredicting the HC absorbing amount of said HC absorbent predicting anabsorbing performance of said HC absorbent on the basis of a differencebetween an output value of said upstream air/fuel ratio sensor and apredetermined value C during a period from a timing where a temperatureof said HC absorbent becomes higher than or equal to a predeterminedvalue A and the output value of said upstream air/fuel ratio sensor iscorrected and controlled toward lean to a timing where the temperaturebecomes lower than or equal to a predetermined value B.
 2. A diagnosissystem for an engine as set forth in claim 1, wherein said means forcorrecting the air/fuel ratio upstream of said HC absorbent corrects andcontrols the output value of said upstream air/fuel ratio sensor towardlean so that an output value of said downstream air/fuel ratio sensorbecomes constant.
 3. A diagnosis system for an engine as set forth inclaim 1 or 2, wherein said means for predicting the HC absorbing amountof said HC absorbent predicts the absorbing performance of said HCabsorbent from a value derived by integrating a value calculated bymultiplying a difference between the output value of said downstreamair/fuel ratio sensor and said predetermined value C by an inflow airamount of the engine, over a predetermined period.
 4. A diagnosis systemfor an engine including an exhaust pipe, a hydrocarbon (HC) absorbentarranged within said exhaust pipe, a downstream air/fuel ratio sensorarranged downstream of said HC absorbent and detecting a wide rangeair/fuel ratio of an exhaust gas or detecting rich or lean with respectto stoichiometric air/fuel ratio of the exhaust gas, and a control unit,characterized by said control unit including means for correcting anair/fuel ratio downstream of said HC absorbent and means for predictinga HC absorbing amount of said HC absorbent, said means for correctingthe air/fuel ratio downstream of said HC absorbent correcting andcontrolling a correction value of an air/fuel ratio control of a fuelamount or air amount to be supplied to a combustion chamber of theengine toward lean, and said means for predicting the HC absorbingamount of said HC absorbent predicting an absorbing performance of saidHC absorbent on the basis of a difference between an output value ofsaid upstream air/fuel ratio sensor and a predetermined value C during aperiod from a timing where a temperature of said HC absorbent becomeshigher than or equal to a predetermined value A and the correctionamount of said air/fuel ratio control is corrected and controlled towardlean to a timing where the temperature becomes lower than or equal to apredetermined value E.
 5. A diagnosis system for an engine as set forthin claim 4, wherein said means for correcting the air/fuel ratioupstream of said HC absorbent corrects and controls the output value ofsaid upstream air/fuel ratio sensor toward lean so that an output valueof said downstream air/fuel ratio sensor becomes constant.
 6. Adiagnosis system for an engine as set forth in any one claims 1 to 5,wherein said means for correcting the air/fuel ratio downstream of saidHC absorbent includes means for measuring or predicting temperature ofthe HC absorbent.
 7. A diagnosis system for an engine as set forth inany one of claims 1 to 6, wherein said means for predicting the HCabsorbing amount of said HC absorbent starts prediction of absorbingperformance of said HC absorbent when rich condition of the output valueof said downstream air/fuel ratio sensor is maintained for apredetermined period.
 8. A diagnosis system for an engine as set forthin any one of claims 1 to 7, wherein at least a catalytic converter or anitrogen oxide (NO_(x)) catalyst is provided on downstream of said HCabsorbent.
 9. A diagnosis system for an engine as set forth in any oneof claims 1 to 8, wherein said control unit comprises means for makingjudgment of fatigue of said HC absorbent on the basis of an outputsignal of the means for predicting the HC absorbing amount of said HCabsorbent, and means for announcing fatigue of said HC absorbent on thebasis of the output signal of the means for making judgment of fatigueof said HC absorbent.